Editing Diesel multiple unit (section)

===Europe===

==== Belgium ====
NMBS/SNCB uses its [[NMBS/SNCB Class 41]] DMUs on the few remaining unelectrified lines. As electrification progresses, the DMUs become less and less important.

==== Croatia ====
[[File:DMU 7023 at Zagreb Central Station, January 2020.jpg|thumb|DMU 7023 at Zagreb Central Station]]

Diesel multiple units cover large number of passenger lines in [[Croatia]] which are operated by the national passenger service operator [[Croatian Railways|HŽ Putnički Prijevoz]]. On Croatian Railways, DMUs have important role since they cover local, regional and distant lines all across the country. The country's two largest towns, [[Zagreb]] and [[Split, Croatia|Split]], are connected with an inter-city service that is provided by DMU [[Tilting train|tilting]] trains "[[RegioSwinger]]" (Croatian series 7123) since 2004. Those trains may also cover other lines in the country depending on need and availability.

Luxury DMU series [[HŽ series 7021|7021]], built in [[France]], started to operate for [[Yugoslav Railways]] in 1972 and after 1991 still remained in service of Croatian Railways until 2005. Units [[HŽ series 7121|7121]] and [[Y1 (railcar)|7122]] (which came as a replacement for [[HŽ series 7221|7221]] units), together with the newest series [[HŽ series 7022|7022]] and 7023 built in 2010s Croatia, cover many of the country's local and regional services on unelectrified or partly electrified lines.

==== Czech Republic ====
[[File:Libun8.jpg|thumb|right|[[ČD Class 810]]]]
[[File:Mladějov, motorová jednotka 814.jpg|thumb|right|[[ČD Class 814]]]]

Diesel multiple units also cover large number of passenger lines in the Czech Republic which are operated by the national operator [[České dráhy]]. They have important role since they cover local, regional and distant lines all across the country. Those trains may also cover other lines in the country depending on need and availability too.

Also, the DMUs were manufactured for foreign carriers. The tables of cars and units are divided into vehicles operated until 1987, when the [[ČSD]] used the series designations proposed by [[Vojtěch Kryšpín]], and vehicles created after this date, which no longer have Kryšpín's designations (with some exceptions). In addition, these new cars are the new vehicles are already different in both countries.

====Estonia====
[[Elron (rail transit)|Elron]] has since 2015 a [[Stadler FLIRT]] fleet, with 20 trains DEMU version.

====Germany====

Germany has employed DMUs for both commuter and express services for many decades.  The SVT 877 ''[[Fliegender Hamburger]]'' DMU, introduced in 1933, made the run from Berlin to Hamburg in an astonishing 138 minutes, and its derivative [[DRG Class SVT 137|SVT 137]] broke the land speed record in 1936. After World War 2, the [[DB Class VT 11.5|VT 11.5]] DMU was the flagship of the glamorous [[Trans Europ Express]].

Since 1968, DB has designated DMUs with class numbers beginning in 6.  While DB and regional transport authorities generally prefer electric power for commuter rail, many local and rural lines remain un-electrified, and DMUs are invaluable in providing services to those areas. DMUs in service as of 2021 include the Adtranz [[DBAG Class 612|Class 612]] tilting train ("Regio Swinger"), the [[Alstom Coradia LINT]] (Classes 620–623, 640 and 648), the [[Siemens Desiro]] (Class 642) and the [[Bombardier Talent]] (Class 643/644). From 2001 to 2016 there was even a DMU version of DB's high-speed [[Intercity Express]], the Class 605 [[ICE TD]].

====Greece====

*[[Diakopto–Kalavryta railway]]

====Ireland====
{{Main|Multiple units of Ireland}}

[[File:IE DMU 2751.JPG|thumb|right|[[Iarnród Éireann]] [[IE 2700 and 2750 Classes|DMU 2751]] at [[Limerick railway station|Limerick Colbert station]], 2006]]

In the Republic of Ireland the [[Córas Iompair Éireann]] (CIÉ), which controlled the republic's railways between 1945 and 1986, introduced DMUs in the mid-1950s and they were the first diesel trains on many main lines.<ref>{{cite book|url=https://books.google.com/books?id=gApAhy8QvoEC&q=ireland+diesel+multiple+unit+1950&pg=PA72|title=An A-Z of Famous Express Trains: An Illustrated Trip Down Memory Lane|isbn=9781446302958|last1=Holland|first1=Julian|date=January 2013|publisher=David & Charles }}{{Dead link|date=February 2023 |bot=InternetArchiveBot |fix-attempted=yes }}</ref>

====Romania====
[[File:Motor coach CFR 77-0906-6.jpg|thumb|[[Rolling stock of the Romanian Railways#Diesel Multiple Unit|Romanian Class 77]] Malaxa DMU in [[Câmpulung Moldovenesc]], 2006]]

DMUs are used mostly on shorter or less frequently travelled routes in remote areas. The national railway company [[Căile Ferate Române|CFR]] still uses, along with other DMU models, [[Rolling stock of the Romanian Railways#Diesel Multiple Unit|Class 77 and 78]] DMUs, locally built by [[FAUR|Malaxa]] between the 1930s and 50s and refurbished in the 70s. The main DMU in use is the Class 96 [[Siemens Desiro]] aka Săgeata Albastră (The Blue Arrow). Private operators also largely use DMU units, mainly purchased from various French and German operators.

====Slovakia====
[[File:Szlovákia, Érsekújvár (Nové Zámky), SK-ZSSK 813 044-5 (Mária), SzG3-2.jpg|thumb|ZSSK Class 813]]

In the present, several types of DMUs operate in Slovakia. Was the most common type in Slovakia is a Class 812 ZSSK based on the [[ČD Class 810]]. These are used almost exclusively for hauling passenger trains on non-electrified [[Regional rail|regional lines]] and these trains often excel in low travel speeds. In the past, however, in Slovakia there were a number of [[express train]]s driven by [[Motor coach (rail)|motor coaches]], which often overcame heavier trains driven by steam locomotives at cruising speed, and classic sets. A typical example can be, for example, the Slovenská strela motor express train led on the Bratislava-Prague route by a motor car of the same name, or the Tatran express from Bratislava to Košice. Representatives of high-speed motor wagons were, for example, motor wagons of the M262 or M286 series, which, however, lost their application in high-speed wagons due to the gradual electrification of main lines and were, like the current wagons currently used for passenger trains.

====United Kingdom====
{{further|British railcars and diesel multiple units|List of British Rail diesel multiple unit classes}}
[[File:222009 at St Pancras.jpg|thumb|right|[[East Midlands Trains]] [[British Rail Class 222|Class 222]] at [[St Pancras railway station|London St Pancras]]]]
[[File:170518 at Peterborough.JPG|thumb|[[Central Trains]] [[British Rail Class 170|Class 170]] at [[Peterborough railway station|Peterborough station]]]]
[[File:The 12 - 52 to Londonderry leaves Yorkgate station - geograph.org.uk - 2359652.jpg|thumb|[[Northern Ireland Railways]] [[NIR Class 3000|C3K]] at [[Yorkgate railway station|Yorkgate station]]]]

The first significant use of DMUs in the United Kingdom was by the [[Great Western Railway]], which introduced its small but successful series of diesel–mechanical [[GWR railcars]] in 1934. The [[London & North Eastern Railway]]<ref>{{cite web|url=http://www.lner.info/locos/IC/aw_railcar.php|title=LNER Encyclopedia: The LNER Armstrong-Whitworth Diesel–Electric Railcars|access-date=19 June 2016}}</ref> and [[London, Midland & Scottish Railway]] also experimented with DMUs in the 1930s, the LMS both on [[LMS railcars|its own system]], and on that of its [[Northern Counties Committee#Railcars|Northern Irish subsidiary]], but development was curtailed by [[World War II]].

After nationalisation, [[British Rail]]ways (BR) revived the concept in the early 1950s. At that time there was an urgent need to move away from expensive steam traction which led to many experimental designs using diesel propulsion and [[multiple unit]]s. The early DMUs proved successful, and under BR's [[History of rail transport in Great Britain 1948–1994#The Modernisation Plan|1955 Modernisation Plan]] the building of a large fleet was authorised. These BR "First Generation" DMUs were built between 1956 and 1963.

BR required that contracts for the design and manufacture of new locomotives and rolling stock be split between numerous private firms as well as BR's own workshops, while different BR Regions laid down different specifications. The result was a multitude of different types, one of which was:
* 'Intercity' units, which were more substantially constructed, and shared many features with contemporary hauled coaching stock. They were built for express services on important secondary routes on the [[Scottish Region of British Railways|Scottish]], [[North Eastern Region of British Railways|North Eastern]] and [[Western Region of British Railways|Western]] regions.{{Citation needed|date=July 2012}}

In 1960, British Railways introduced its [[British Rail Classes 251 and 261|Blue Pullman]] high-speed DEMUs.<ref name="Heaps, BR Diary: 1968–1977" >{{cite book |title=BR Diary: 1968–1977 |chapter=End of the Blue Pullmans |last=Heaps |first=Chris |isbn=978-0-7110-1611-8 |year=1988 |publisher=[[Ian Allan Publishing|Ian Allan]] |location=London |pages=66–67 }}</ref>
These were few in number and relatively short-lived,<ref name="Heaps, BR Diary: 1968–1977" /> but they paved the way for the very successful [[InterCity 125]] or High Speed Train (HST) units, which were built between 1975 and 1982 to take over most principal express services on non-electrified routes.<ref>{{cite news |url=http://news.bbc.co.uk/onthisday/hi/dates/stories/october/4/newsid_2486000/2486817.stm |title=1976: New train speeds into service |publisher =BBC News |access-date=15 February 2011 | date=4 October 1976 | location=London}}</ref><ref name=NewOps>{{cite web| url=http://www.railwaysarchive.co.uk/documents/DoT_WP001.pdf |archive-url=https://web.archive.org/web/20071023114338/http://www.railwaysarchive.co.uk/documents/DoT_WP001.pdf |archive-date=2007-10-23 |url-status=live |title=New opportunities for the railways: the privatisation of British Rail |publisher=Railway Archive | page=8 |access-date=15 February 2011 }}</ref>
These {{convert|125|mph|0|abbr=on}} trains run with a streamlined power car at each end and (typically) seven to nine intermediate trailer cars.<ref name="blue253">{{cite web |title=Class 253 High Speed Train |url=http://www.railblue.com/Class%20Headers%20v2.0/class_253V.2.htm |access-date=15 February 2011 |publisher=Railblue.co.uk |archive-date=15 July 2011 |archive-url=https://web.archive.org/web/20110715150731/http://www.railblue.com/Class%20Headers%20v2.0/class_253V.2.htm |url-status=dead }}</ref><ref name="blue254">{{cite web |title=Class 254 High Speed Train |url=http://www.railblue.com/Class%20Headers%20v2.0/class_254V.2.htm |access-date=15 February 2011 |publisher=Railblue.co.uk |archive-date=15 July 2011 |archive-url=https://web.archive.org/web/20110715150736/http://www.railblue.com/Class%20Headers%20v2.0/class_254V.2.htm |url-status=dead }}</ref> Although originally classified as DEMUs, the trailer cars are very similar to loco-hauled stock, and the power cars were later reclassified as locomotives under [[British Rail Class 43 (HST)|Class 43]].<ref name=blue253 /><ref name=blue254 /> HSTs started being replaced in 2017, but as of October 2022 some are still in use.<ref>{{Cite web |title=Great Western Railway calls time on long-distance HSTs |url=https://www.railmagazine.com/news/fleet/great-western-railway-calls-time-on-long-distance-hsts |access-date=2022-10-08 |website=railmagazine.com}}</ref><ref>{{Cite web |title=Final batch of refurbed Inter7City trains handed over to ScotRail |url=https://www.railadvent.co.uk/2021/03/final-batch-of-refurbed-inter7city-trains-handed-over-to-scotrail.html |access-date=2022-10-08 |website=RailAdvent |date=13 March 2021}}</ref>

By the early 1980s, many of the surviving First Generation units were reaching the end of their design life, leading to spiralling maintenance costs, poor reliability and a poor public image for the railway. A stopgap solution was to convert some services back to locomotive haulage, as spare locomotives and hauled coaching stock were available, but this also increased operating costs. Commencing in the mid '80s, British Rail embarked upon its so called "Sprinterisation" programme, to replace most of the first generation DMUs and many locomotive-hauled trains with three new families of DMU:
*[[Pacer (British Rail)|Class 140–144 ''Pacer'']] [[railbus]]es, ultra-low-cost diesel–mechanical units (later converted to hydraulic) utilising four-wheeled chassis and lightweight bus bodywork, designed for provincial branch line and stopping services.
*[[Sprinter (British Rail)|Sprinter]] a family of diesel–hydraulic DMUs. These fall into three sub-groups; [[British Rail Class 150|Class 150]] ''Sprinters'' (for branch line/commuter service), [[British Rail Class 153|Class 153]] / [[British Rail Class 155|155]] / [[British Rail Class 156|156]] ''Super Sprinters'' (for longer cross country services), and [[British Rail Class 158|Class 158]] / [[British Rail Class 159|159]] ''Express'' units (for secondary express services);
*[[Networker (train)|Networker]] diesel–hydraulic units, of [[British Rail Class 165|Class 165]] ''Network Turbo'' (standard commuter version) and [[British Rail Class 166|Class 166]] ''Network Express'' (for longer distance commuter services). These took over the remaining non-electric commuter services into London.{{Citation needed|date=July 2012}}

Following the [[impact of the privatisation of British Rail]] in the late 1990s, several other DMU families have been introduced:{{Citation needed|date=February 2012}}
* [[British Rail Class 168|Class 168]] ''Clubman'' and [[British Rail Class 170|Class 170]]/[[British Rail Class 171|171]]/[[British Rail Class 172|172]] [[Bombardier Turbostar|Bombardier ''Turbostar'']], a development of the earlier ''Networkers''. These are built by [[Adtranz]] and later [[Bombardier Transportation|Bombardier]] at [[Derby Litchurch Lane Works]] and are the most numerous and widespread of the post-privatisation designs. Purchased by [[Anglia Railways]], [[Central Trains]], [[Chiltern Railways]], [[London Midland]], [[London Overground Rail Operations]], [[Midland Mainline (train operating company)|Midland Mainline]] and [[ScotRail (National Express)|ScotRail]]. All are diesel-hydraulic except for the Class 172, which is diesel-mechanical.
*[[British Rail Class 175|Class 175]] [[Alstom Coradia|Alstom ''Coradia'']] diesel-hydraulic multiple units were designed by [[Alstom]] as a rival to the 170 Turbostar, but bought only by [[First North Western]]
*[[British Rail class 180|Class 180]] ''Adelante'' diesel-hydraulic multiple units were an Alstom design for express services built only for [[First Great Western]]
*[[British Rail Class 185|Class 185]] [[Siemens Desiro|Siemens ''Desiro'']], built by [[Siemens Mobility|Siemens]] introduced in 2006 by [[First TransPennine Express]]
*[[British Rail Class 195|Class 195]]/[[British Rail Class 196|196]]/[[British Rail Class 197|197]] [[CAF Civity|CAF ''Civity'']], built by [[Construcciones y Auxiliar de Ferrocarriles|CAF]] for [[Arriva Rail North]], [[West Midlands Trains]] and [[Transport for Wales Rail|Transport for Wales]]
*[[British Rail Class 220|Class 220]]/[[British Rail Class 221|221]]/[[British Rail Class 222|222]] ''[[Bombardier Voyager|Voyagers/Meridian]]'' diesel-electric multiple units built by Bombardier in [[Bruges]] for [[Hull Trains]], Midland Mainline and [[Virgin CrossCountry]]

In 2018, the first [[Electro-diesel multiple unit|bi and tri-mode electro-diesel multiple units]] were introduced:
*[[British Rail Class 800|Class 800]]/[[British Rail Class 802|802s]] are being built by [[Hitachi]] for [[Great Western Railway (train operating company)|Great Western Railway]], Hull Trains, [[London North Eastern Railway]] and [[TransPennine Express]]<ref>[http://www.railwaygazette.com/news/traction-rolling-stock/single-view/view/gwr-unveils-hitachi-iep-trainset.html GWR unveils Hitachi iep trainset] {{Webarchive|url=https://web.archive.org/web/20180425131316/http://www.railwaygazette.com/news/traction-rolling-stock/single-view/view/gwr-unveils-hitachi-iep-trainset.html |date=25 April 2018 }} ''[[Railway Gazette International]]'' 30 June 2016</ref>
*[[British Rail Class 755|Class 755]] [[Stadler FLIRT|Stadler ''FLIRT'']] are to be operated by [[Abellio Greater Anglia]]<ref>[http://www.railwaygazette.com/news/passenger/single-view/view/stadler-and-bombardier-to-supply-trains-for-abellio-east-anglia-franchise.html Stadler and Bombardier to supply trains for Abellio East Anglia franchise] ''Railway Gazette International'' 10 August 2016</ref>
*[[British Rail Class 769|Class 769s]] are being converted by [[Brush Traction]] from [[British Rail Class 319|Class 319s]] for Arriva Rail North, Great Western Railway and [[KeolisAmey Wales]]<ref>[http://www.railwaygazette.com/news/traction-rolling-stock/single-view/view/gwr-to-lease-class-769-flex-trimode-trainsets.html GWR to lease Class 769 Flex trimode trainsets] {{Webarchive|url=https://web.archive.org/web/20180727201324/http://www.railwaygazette.com/news/traction-rolling-stock/single-view/view/gwr-to-lease-class-769-flex-trimode-trainsets.html |date=27 July 2018 }} ''Railway Gazette International'' 20 April 2018</ref>
*[[British Rail Class 230|Class 230s]] were converted by [[Vivarail]] from [[London Underground D78 Stock]]<ref>{{cite web|url=http://www.railtechnologymagazine.com/Interviews/they-dont-make-trains-like-this-anymore|title='They don't make trains like this anymore'|website=railtechnologymagazine.com|access-date=2019-07-18}}</ref> for [[West Midlands Trains|West Midland Trains]]<ref>{{cite web|url=https://www.railway-technology.com/news/west-midlands-trains-puts-first-class-230-d-train-in-service/|title=West Midlands Trains puts first Class 230 D Train in service|date=2019-04-23|website=Railway Technology|access-date=2019-07-18}}</ref> and [[Transport for Wales Rail|Transport for Wales]].<ref>{{cite web|url=https://www.dailypost.co.uk/business/business-news/new-north-wales-trains-slower-15116084|title=New North Wales trains will be slower than Arriva ones BUT journey times will fall|last=Hughes|first=Owen|date=2018-09-10|website=northwales|access-date=2019-07-18}}</ref> After the collapse of Vivarail in 2022, the West Midlands units were withdrawn from service.<ref>{{cite news |last1=Dobell |first1=Malcolm |title=Class 150 units back on the Marston Vale line |url=https://www.railengineer.co.uk/class-150-units-back-on-the-marston-vale-line/ |access-date=11 August 2024 |work=Rail Engineer |date=19 December 2023}}</ref>